S peters cd



(No Mom.)

J. TRBNDLEY'. GAR BRAKE.

llanfll'hed Nov. A22,1892.

13172672 for: n/ Tre r11/alley :as vncraumol. wAsHmGYoN, D. c.

- UNITED l STATES PATENT OFFICE.

TO JOHN W. SOHORR, OTTO PLACE.

STIFEL, AND CHARLES NOLL, OF SAME CAR-BRAKE.

SPECIFICATIONformng part of Letters Patent No. 486,801, dated November 22, 1892.

Application filed July 30, 1892. Serial No. 441,706 (No model.)

To all whom, it may concern.-

Be it known that I, JOHN TEENDLEY, of the cit-y of St. Louis and State of Missouri, have invented certain new and useful Improvements in Street-Car Brakes, of which the following is a full, clear, and exact description,

' reference being had to the accompanying drawings, forming a part thereof.

My present invention relates to an improvement upon the class of brakes. commonly known as motor-car brakes, one of which is shown and described in the United States Patent No. 464,596, granted to me and my assignees December S, 1891.

The invention consists in certain novel arrangements and combinations of parts hereinafter fully Set forth, and pointed out in the annexed claims.

In the drawings, Figure l is a detail side elevation of the winding mechanism applied to a portion of a car-frame, parts being broken away. Fig. 2 is an end elevation of same, looking from the right hand of Fig. l. Fig. 3 is a section on line 3 3 of Fig. 1. Fig. 4 is a detail View, in perspective, of a split stirrup made use of in carrying out the invention. Fig. 5 is a perspective View showing the practical application of the invention to a motorcar. v

A complete and independent winding mechanism, now to be described, is located at opposite ends of the car-frame at diagonallyopposite corners thereof, so that the brake may be applied from either platform, as indicated in my former patent above noted. Said winding mechanism as improved consists of two depending supporting-tracks l, arranged with parallel ways 2, upon which a movable drum 3 is adapted to roll back and is secured in place upon each end of said drum by means of one or more bolts 7, passing through the drum longitudinally and through the opposite heads. The diameter of said heads 6 is such that a flange 8 is formed at each end of the drum, which ange, engaging the outer surfaces of the upper and lower tracks as it does, prevents lateral displacement ofthe drum in its movements. The normal position of the drum 3 is that here shown, which is at or near to the inner terminals ofthe tracks 2 and 5, in which position it is normally held by means of a suitable spring. The form of spring used for this purpose is immaterial,but I prefer that which I here show, consisting of two long steel rods 9, one end of each of which is fixed to an upper cross-bar 10 by being bent around the same or otherwise secu red. Said rods are then carried downward to a point about in a plane with the upper edges of the tracks 2 and then outward and upward at an incline, so that their outer terminals are4 located some distance above said tracks at the outer ends thereof.

To prevent the upper end of the rods 9 from turning upon the cross-bar 10, a short strap or yoke 1l is fixed over each rod at a point some distance belowsaid cross-bar and fixes said rods from turning upon the bar and holds them with their outer ends elevated, so as to form a yielding inclined track in the path of the drum 3, the purpose of which' track will be stated farther on.

The; free.`

ends of the rods 9 are loosely guided ina veri-"- y tical path by means of lstraps 12, which are,

placed over them and fixed to the outer vertical portions of the tracks 2. (See Fig. l.) l

To more securely hold the drum 3 in normal position at the inner terminal of the tracks, I provide one or each of the springrods 9 with a depression or other equivalent form of stop 13 at a point adjacent such terminal.

13a indicates two stay-chains, the outer ends of which are secured to a lower crossbar 14, and the inner ends ot' which are secured to' the drum 3 bybeing passed through apertures in said drum and having one of their links mounted .on thepbolt 7, so that when said. drum is in' normal position saidE IOO chains will lie straightened ont parallel with and alongside of the tracks 2. These staychains are adapted to be wound around said drum in the same direction, when the drum is rolled out of normal position, toward the outer end of the tracks 2, and their function is to stay and guide the drum during operation. These stay-chains 13a are, as shown,lo cated some distance from the center ot' the length of said drum, so as to be wound around the end portions thereof and leave a clear space between, around which the brakechain 15 is adapted to be wound in a direction opposite to that in which said stay-chains are wound. The brake-chain 15 has its outer end. secured to said drum in any suitable manner, preferably by means of an eyebolt 16, passed through apertures in the drum and having a link of said chain engaging its eye. (See Fig. 1.) The inner end of the brakechain 15 is adjustably secured to a connecting-rod 17 of the brake mechanism. Mounted upon and preferably cast integral with the drum 3 is another and larger drum,18 in the form of asegment of a circle, having a groove 19 in its outer periphery and a passage 2O located in its body between said groove and said drum 3.

The brake-chain 15 operates in the passage 20, and the staff-chain 21 operates in the groove 19.

The staffchain 21 has its outer end connected to the brake-staff 22,so as to be wound therearound, and its inner end connected to said segment 18, preferably in the following manner: A split stirrup`23, consisting of two hooks 24, having hooks 25 at one end reversely arranged and overlapping each other,-

and threaded end-s 26, turned outwardly at the ends opposite said hooks, is located in the groove 19, with the threaded ends 26 engaging opposite apertures in the walls of said groove. The split stirrup 23 is mounted' in the groove 19 at a point most closely adjacent the point of attachment of the stay-chains 13 to the drum 3, and the staff-chain 21 engages the hooks of said split stirrup.

27 indicates two enlargements or projections located or formed upon the drum 3 in the path of the stay-chains 13 at a point closely adjacent the point of attachment of i said chains to said drum. The purpose of these above described, are located at either end ofv the motor-car at diagonally-opposite corners thereof on a longitudinal line exterior of the truck-Wheels 28. This is done in order that the connections with the brake-beams shall not extend across the space inclosed by the car-axles, which is usually in electric-motor cars occupied by the motors and their connections. The connecting-rods 17 are therefore located outside of the space between the Y wheels, as are also the rods 29 and 30 and the vertical levers 31. Connection with the brakelbeams 32 is made by means of evener-levers 33, or it may be made in any other manner.

34 indicates brackets or some portion of the car-frame upon which the vertical levers 31 yare mounted.

The operation is as follows: Upon winding the. chain 21 upon either one of the brakestas 22 (at either end of the car) the drum 3 will be rolled outward upon the tracks 2, and the segment 18 will be carried with it. The staff-chain 2l willy be unwound from the segment, while the brake-chain 15 and the stay-chains 13 will be wound upon said segment simultaneously in opposite directions. This movement of the brake-chain is at the beginning more rapid than it would be were the stay chains wound directly upon said drum, for the reason that as the movement continues said stay-chains engage the enlargements 27 on the drum and act to increasethe size thereof and accelerate the winding of said brake-chain until said stay-chains have been wound over them. This construction takes up the slack in the brake connections quicker than usual; but as soon as the stay-chains have been wound over said enlargements they engage the surface of the drum again and act to decrease the size of said drum and to throw the leverage back to normal, which, as is readily seen, is such that the brakes may be applied with great force, owing to the fact that the throw or radius of the segment 18 is considerably greater than the radius of the drum 3. The release of the brake-shoes is accomplished by releasing the chain 21 by permitting it to unwind from the staff 22. A spring (not shown) normally holds the brake-shoes out of contact with the treads of the wheels and draws the drum 3 back to normal position. In some cases, however, l have found such spring to be ineffectual for such purpose and have provided more refficient means in the spring-rods 9, forming .,a yielding track in the path of the windingdrum.

The drum 3 is prevented from rolling outward by coming in contact with the shoulder for stop 13 on each of said rods, except when lforcioly moved by winding up the chain 21 gon the brake-staff, in which case the inclined yielding tracks are depressed by contact therewith of said drum in its outward movement. When the drum is released in throwing off the brakes, it is rolled back to normal position by the means before described, and during its return movement toward such normal position the yielding tracks rise auto- !matically to their normal position, which is that here shown. In rising to normal posi- IOO IIO

tion the yielding tracks also assist the drum 3 in returning to its normal position, as they aord a sort of incline, down which said drum rolls or is assisted in rolling. When it is desired to take up slack in the staif-chain 21, all that is necessary is to iirst detach the chain from the hook 25 of one of the hooks 24 of the split stirrup 23 by moving said chain in one direction and then detach said chain from the other hook by moving in an opposite direction, and then causing both of said hooks to engage a link of the chain that is nearer the brake-staff. The construction of the splitstirrup 23 is such, as may readily be perceived, as to prevent inadvertent disconnection of the chain from its hooks and yet form a cheap andeiiicient means of coupling said chain to the Winding-segment. It will be seen that the heads 6 of the drum 3 are readily removable.

What I claim is- 1. In acar-brake, the upperandlower tracks 2 and 5, provided with means for suspending them beneath a car-body, in combination with a drum 3, adapted to roll on said tracks 2 and carrying a segment 18, havinga greater throw than said drum and provided with a peripheral groove 19 and a passage 20, located intermediate of said groove and the body of the drum,a chain 2l, attached to and adapted to be wound on said segment in said groove, a

brake-chain 15, attached to and constructed to be wound on said drum and located in said passage 20, and two stay-chains attached at one end to a stationary object and at the opposite end to said drum and constructed to be wound thereon in a direction opposite to the direction in which said brake-chain is to be wound, substantially as and for the purpose set forth.

2. In a car-brake of the class described, a drum 3, having a segment 18, stay-chains 13,

attached to said drum, and enlargements 27, y

formed on said drum and arranged to be engaged by said chains, substantially as and for the purpose set forth.

3. In a car-brake, a winding-drum 3, having another and larger drum in the form of` a segment 18, mounted thereon and provided with a groove 19 and a passage 20, substantially as set forth.

4. In a car-brake having a Winding-drum, a split stirrup 23, consisting of two'hooks 24, having hooks 25 at one end reversely arranged and overlapping each other and mounted upon said drum in a groove therein, substantially as set forth.

5. In a car-brake, two parallel horizontal supporting-tracks 2, provided with means for attaching them to a car-frame, in combination with a rolling winding-drum, as 3, stay-chains 13, adapted to be wound upon said drum, brake-chain 15, also adapted to be wound on said drum, means for rolling said drum upon said supporting-tracks, and a yielding track, as 9, in the path of said drum and constructed to hold same at normal position and aid in returning said drum to such position after it has been removed therefrom, substantially as set forth.

6. In a car-brake having a rolling windingdrum constructed to roll upon supportingtracks, two spring-bars-9, constitutinga yielding track in the path of said drum, said bars having one end fixed and the opposite end free, a strap 12, arranged to guide the free end of said bars, anda stop, as 13, formed in or located upon said bars adjacent the normal position of said drum, substantially as and for thev purpose set forth.

In testimony whereof I affix mysignature in presence of two witnesses.

JOHN TREN DLEY.

Witnesses:

W. C. HOWLAND, JNO. C. HIGDON. 

